Your lpfp is struggling but it not that bad. If you only want to run max is e60, the inline update should be plenty for your need. I will upload the logs when I get home. My work computer doesn't like datazapp website.

Is it normal for the stage 2 pump to be around 50 psi at idle? A buddy of mine just installed his today and wanted me to ask. Usually the pressures are 70-80 at idle so we are somewhat concerned. He's working on his car right now.

Yes, I actually spoke with Chad about this a little while ago. He was running his 255 inline kit prior to this installation and when switching from the stock pump with an inline setup, to a single 450 setup, I have seen the pressures at idle and light cruise do this. I actually did a lot of troubleshooting when I saw this same thing happen to me a little over a year ago when making the same change only to find it was fine. I believe it is because the DME has learned the behavior of the inline setup (PWM requirements) and is now applying it to the new setup. Given that the pressures look fine at WOT, I would not be concerned with this and it may learn up. The other option would be to reset adaptations via his BT cable, but this can cause other complications (adaptions with throttle, afrs, trims...)so I try to avoid that.

Yes, I actually spoke with Chad about this a little while ago. He was running his 255 inline kit prior to this installation and when switching from the stock pump with an inline setup, to a single 450 setup, I have seen the pressures at idle and light cruise do this. I actually did a lot of troubleshooting when I saw this same thing happen to me a little over a year ago when making the same change only to find it was fine. I believe it is because the DME has learned the behavior of the inline setup (PWM requirements) and is now applying it to the new setup. Given that the pressures look fine at WOT, I would not be concerned with this and it may learn up. The other option would be to reset adaptations via his BT cable, but this can cause other complications (adaptions with throttle, afrs, trims...)so I try to avoid that.

Steve

Thanks Steve! He told me he got a hold of you. Gotta give it up to Steve for his great customer support.

LPFP was definitely struggling, but it didn't bring your HPFP down with it which is kind of surprising as those LPFP values get pretty low. Your STFTs do need to be adjusted, especially if you plan on running E60. Once you adjust those, your LTFTs will completely flatline at zero although they don't look bad now. Timing looks good, I'm guessing no Alpina flash?

Thanks for taking a look and commenting, Steve. How would you suggest I adjust my STFTs? This was my main issue for many months as STFTs were maxing out at 34 over a wide rpm range, 3000-5000, especially in cold weather. Multiple lean codes everytime. P29e0, 029e1 I then I changed to 93 octane to help figure it out. Still 34s. Smoke tested inlet and exhaust - all tight. Then it got warm outside and, voila!, STFTs maxing out in low 20s. Any suggestions? Could it be temperature related?

I do agree with that though....The inline pump is sufficient for anybody running a stock HPFP unless they have some other type of secondary fueling they are supplying and making fairly big numbers.

Steve

Steve, I have the impression that the inline pump is a trickier and messier install. I heard stories of fuel lines popping off and people getting stranded. For this reason I'm thinking of getting a new 450 in a new bucket. Plus I have an upgrade path to the VTT shotgun!

Sounds like your adaptions may have needed reset and the temperature change reduced the demand and got the DME back on track. Do you have any of those old logs? I'd be curious to see if they showed the diverging LTFTs and STFTs.

Since the DME seems to have regained control, I'd adjust my scalar a bit. What is it at now? Are you using a 3D scalar?

As for fuel lines popping off....all of my kits use factory style fittings for their connections to the LPFP. This minimizes unnecessary fittings and surge potential at those fittings. That is why the 450 kit was designed the way it was.

Sounds like your adaptions may have needed reset and the temperature change reduced the demand and got the DME back on track. Do you have any of those old logs? I'd be curious to see if they showed the diverging LTFTs and STFTs.

Since the DME seems to have regained control, I'd adjust my scalar a bit. What is it at now? Are you using a 3D scalar?

The PTF tunes I use are locked. Jake and company have adjusted the scalars several times. I don't know whether 3D or not.

Originally Posted by SteveAZ

As for fuel lines popping off....all of my kits use factory style fittings for their connections to the LPFP. This minimizes unnecessary fittings and surge potential at those fittings. That is why the 450 kit was designed the way it was.

Hmm,...well it seems like I see or hear something new almost daily. Typically when we see that and the scalars are adjusted correctly, the LTFTs go way negative.

Now that your STFTs seem to be responding, I'd be curious to see if you could adjust them with your scalar values. You could always fill up with e30 or so and load a Cobb OTS E30 map as a test. It'd be a quick test that wouldn't require anyone to change any scalars or anything of that sort.

Yes, I actually spoke with Chad about this a little while ago. He was running his 255 inline kit prior to this installation and when switching from the stock pump with an inline setup, to a single 450 setup, I have seen the pressures at idle and light cruise do this. I actually did a lot of troubleshooting when I saw this same thing happen to me a little over a year ago when making the same change only to find it was fine. I believe it is because the DME has learned the behavior of the inline setup (PWM requirements) and is now applying it to the new setup. Given that the pressures look fine at WOT, I would not be concerned with this and it may learn up. The other option would be to reset adaptations via his BT cable, but this can cause other complications (adaptions with throttle, afrs, trims...)so I try to avoid that.

Steve

Thanks again Steve! The Stage 2 kit is a much cleaner set up than my DIY inline set up. The idle pressure is about 50 psi which is enough to send off some alarms for anyone used to monitoring FP_L with the JB4; however, under load the pressure ramps up nicely and I have had no issues, codes. Trims and HPFP numbers seem inline as well. I had the inline set up running about 8 months so I am sure there is some adaptation to the higher voltage demand of 2 pumps vs the single 450. I will continue to monitor.